Aerospatiale ATR-42-320 accident near Windsor Locks, Connecticut, January 22, 1998
On January 22, 1998 at about 2:23 am local time, a Aerospatiale ATR-42-320, registered N15827, was substantially damaged in an accident near Windsor Locks, Connecticut (Bradley Intl Airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 1 person had minor injuries; 38 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper overhaul of lug holes on the fuel/oil heat exchanger. A factor was the lack of direction contained in the manufacturer's overhaul manual for working with the lug holes.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 22, 1998 · about 2:23 am local time
- Place
- Windsor Locks, Connecticut · Bradley Intl Airport
- Type
- Accident
- Injuries
- 1 person had minor injuries; 38 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale ATR-42-320
- Registration
- N15827 · no longer on the register · serial 175
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
During the landing roll, a fire erupted in the right engine. The airplane was stopped on the runway, the engines were shut down, and the occupants evacuated. The investigation revealed that one of three studs used to hold the fuel filter on the fuel/oil heat exchanger had pulled out of the housing. This allowed fuel to spill into the engine bay and come in contact with hot engine surfaces. The installed unit had accumulated about 1,000 hour since overhaul. Examination of the unit revealed the stud had pulled out of an oversized lug hole. Examination of the overhaul manual published by the component manufacturer revealed insufficient information on procedures for working with the lug holes and how to ensure the lug holes were properly drilled and the studs properly inserted in the lug holes.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,200 hours in all; 850 in this make and model; 200 in the last 90 days; 65 in the last 30 days; 2,400 as pilot in command; 675 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 18,157 hours
- Last inspection: continuous airworthiness programme, December 23, 1997; 201 hours since
- Maximum gross weight: 37,059 lb
- Seats: 46
- Landing gear: retractable
- Engine: P&W PW121 (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: EWR Newark NJ at 1:15 am
- Destination: BDL
- Flight plan: VFR then IFR
- Runway 33, 6,846 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 310° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 37°F (3°C), dew point 18°F (-8°C)
- Altimeter: 30.00 inHg
- Observation at 2:26 am from BDL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 2 | ||
| Passengers | 36 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.